Brake operator



Feb. 16, 1.9443. B. H. MosslNGHoFF BRAKE: OPERATOR Filed Jan. 3o, 1959 4 sheds-sheet 1 Feb. 16, 1943. B H, MosslNGHOI-F 2,311,120

BRAKE OPERATOR Filedl Jan-...5o. 1959 muets-sheet 2 Ffa. 9. l' INVENToR Feb. 16, 1943.

B. H. MOSSINGHOFF BRAKE OPERATOR Filed Jan. so; 1939` FINVENTQR v o Feb. 16, 1943 v B. H. MosslNGHoFF v lBRAKE OPERATOR Filed Jan. 50, 1939 4 Sheets-Sheet 4 Paten-fea Feb. 1c, 1943 fl Bernard H. Mossinghoff, Chicago, Ill. Application January 30, 1939, Serial No. $3,485 A 40-Claims. (i. 192-3) IMy invention pertains tobrake operators, with special\application' for vehicle brakes. In its preferred forms, disclosed herein, it is connected to operate the" conventional master cylinder of the commonly called hydraulic brakes of automobiles, or to nieve the body of brake liqu d,

as disclosed in one species herein. Equivalen y it may be connected to move the conventionallike common pull rod ofthe commonly called mechanical brakes.

Reference is made tor my application Serial Number 399.908; led June 26,1941, Vfor Vehicular motor 'and brake controls, pertaini'ngto the accelerator disconnecting provision disclosed herein.

Reference is further made to my application iiled July 30, 1941, and serially numbered 404,688, also to my application iiled August 16, 1941, and serially numbered 407,115, both disclosing and claiming in part promptly operable brake roperators, including a brake control pedal disposed for -quick foot application generally as herein disclosed, and other common matter. Reference is further made to my application filed July 4, 1942, serially numbered 449,790, for Check-valves, in cluding the check-valve herein disclosed.

It provides a normally low-positioned brake pedal, of the heighth approximately of the customary accelerator p'edal preferably. It provides further, by preference, an automatic accelerator disconnector`,"permitting the operating i'oot to largely remain thereover for .depressing with about 1/2" (or as desired) totalzjinovement, the lightly pressured brake pedal, whichis accomplished, accordingly, 4by shortvlateral displacement of the foot by' heel rocking to top the brake pedal, with subsequent depression. 'This serves safety, by reducing the all-important time element, in view of the automobile travelling 44 feet in a seconds time, at 30 M. P. H. It like-v i wise greatly serves drivers convenience.

The direct brake actuating means, in the preferredl forms, is a compression spring of the laterally restricted type, which secures safe operation even after the spring should break. 'Ifo reenergize the actuating Spring and to release the brakes normally, I provide a vacuum motor, of the rubber diaphragm type preferably, supplied by the engine intake manifold, as the simplest and most readily available and controllable large power source on anautomobile. v f

The just indicated indirect power braking principle is old in the art; but in view of the supreme importance of safety for vehicle braking, I provide a novel system` of force communication between the pedal and several units, whereby the pedal is returned for subsequent self-sumcient brake actuation by -a long pedal stroke, if for any :uit

reason, such as :failure of vacuum source, the power system might fail. I provide further by preference that the accelerator disconnector aforementioned is also operative to indicate to the driver that such power failure obtains, by

the non-eilectiveness oi the accelerator pedal. y I further provide an ultra-safe irictional vloclring means of novel principles, whereby drivers i'oot pressure predominance 'over the actuating spring capacity would supplement for further pressure braking'. I furthermore provide, by preference, a dash-pot device as a brake pedal retarder vto assure actuation preference by the power system, during exceptional emergency conditions, which dash-pot is of novel construction,

as constantly fed by the hydraulicl brake linesfA so as presumably never to require attention during the life of the car,L which circumstance is of safety importance in brakes put yinto the custody of the general public.y

Low pedalX positioned brakes for braking promptness and driverslrconvenience are old in the art, such as pertain'to air brakesyto car movement actuated operators, etc.; but my invention presents radical improvements in ypower means and wheel brake simplicity and cost, nonattention requirement,l etc., as compared with air brakes; and in addition smoother and properly controllable braking, with full reaction registration against the drivers toot, without free car roll, etc., in respect to other 'types' of lowpedal brakes, which are as a rule of considerable cost both initially and in upkeep.; l

. The chief and important objectsor my invention, accordingly, are safety forbraking and convenience for the driver, as hereinabove indicated, and which respect also the relation of the driverV to the car, and not solely direct operative device/eiects.

Not to repeat other objects indicated -hereinbefore, I note brieiiy still further objects, as: a leverage changing feature in the interconnections; provi'sion whereby the pedal normally 'serves virtually merely as a brake control, with the power virtually acomplishing the total actuation; pedal lightnessL attainment due to the power accomplishing virtually the Whole long-stroked brake shoe setting function thus permitting leverage provision; special-improved sealing controlvalve structure for light pressured vacuum; provisions for proper control. and feel by the foot of graduated pressure braking with braking smoothness: provision whereby the pedal is prevented from bouncing back into longer stroke upon brake release; silent device operation; provision whereby the pedal is not subject to the lost-motion implied in the above-indicated locking means; and still further objects as they become apparent in these specifications or claims, some pertaining to industrial and commercial structure feasibilities, attachability to brake systems', general simplicity as to costs, operating durability, etc.

Other objects pertain especially to the-species of Fig. 8, of structures' and instrumentalities to attain the general objects of this invention, with further particular objects of that species of the invention as they becomenapparent,

It is, of course, understood that, because of particular preferences by particular designers,

such as of various automobile manufacturersas to the variables of my invention, all of 'the hereinl enumerated or apparent objects need not be attained in the same design or to the extent disclosed, my invention embracing numerous constructions, known to me atths time, .or of suitable engineering adaptations, of which the particular forms chosen as preferable in the disclosure herein, are representative.

The'drawings herefor disclose two species, of Fig. 1 and Fig. 8, respectively. The devices are shown in the normal brakes-released condition, the vacuum power having been operative to position-the brake pedal in its normal low position, ready for the subsequent braking operation.

Fig. 1 is a full elevational view of one species of the invention, as positioned on an automobile, the front of the automobile being to the left of the view, the conventional toe-board being in section, ndwith one of the vehicle wheel brakes diagrammatically.

Fig. 2 is a detail view in section of the combined vacuum control and check valve, mounted e. as a unit with the vacuum motor of Fig. 1.

Fig. 3 isa detail half-sectional view of the pedal retarding dash-pot, shown in the extreme lower right of Fig. l.

Fig. 4 is a'y relatively enlarged rear view of the floating lever and its connections, taken along line 4 4 of Fig. 1.

Structure of the device of Figs. 1l to 7 y Il designates the brake pedal rockably .mounted onthe xed bearing pin I2, and having I an arcuatedI portion projecting through the car's toeboard I3, and terminating in the foot pad Il. Pivotally mounted, as customarily, on the same toeboard is the accelerator pedal I5, connected to operate the throttle valve I6 of the engine I1. The braking system is of the commonly called hydraulic type, actuated by the conventionally standard master cylinder I8, as supplied on the automobiles produced today and as is understandable from Fig. 10; but I provide a novel linkage or interconnecting system for operation of the master cylinder piston by the brake pedal and the poweriactuation system.

Integral with the pedal lever II is its downwardly extending arm I9 at the point 20 of which is pivoted the link 2I, the forward end (in respect to the automobile) of which ls in turn pivoted, at point 23, to the lower extremity of the bell-crank or. L-shaped oating lever 22.

Inserted in the link 2l is the cushioning device comprising the,I compression spring 24, preferably initially tensined and of substantial tension variation ima s hort stroke, bearing against the annular guide sleeve 25 slidably encompassing the rear portion of link 2I, tothe forward end of which is aiiixed the collar 26, to receive the forwardly directed tension of the spring, and

' abutting against the rear threaded extremity of the forward portion of the link 2i, which extremity is adjustably threaded in the bushing 21, and thereto locknut-ted. The enclosure tube 28 is aiiixed onto the bushing 21 and the sleeve 25;

the whole cushioning device, accordingly, permitbeing represented in relatively reduced size semiting the link 2| vto elongate with suitably grad- .uated resistance, the elongation preferably being checked by the closure of the spring coils.

To oati'ngly support the bell-crank lever 22, the radius lever 29 (Fig. 4) has ailixed thereto the bearing stud pin '30. for rockable mounting in the fixed journal member 3l,l which has an upstanding stop arm 32 cooperating with a laterally projecting lug on the radius lever, at the upper extremity of which is aflixedgthe horizontal bearing pinA 33, rockably carrying the part of the background omitted, taken along the line 6--6 of Fig. l.

Fig. 'I is a relatively enlarged sectional view of the rubber valve part of Fig. 2, with all tensions released.

Fig. 8 presents an elevational view, partly cut away and partly in section, of another' species of thevinvention.

Fig. 9 is an 'enlarged view of detail of parts in the pedal cylinder of Fig. 8 species, identiable forked extremity 34.917 the lever 22,v ywithinthe throat of which .1s also rotatably carried the end 35 of thev standard conventional master cylinder piston rod, adapted to be forced inta the master cylinder I8 for brake application, as conventionally. It is obvious that the customary brake pull rod 35iI (Fig. 11) of the commonly called mechanical brakes may equivalently be pivoted on pin 33, for actuation of mechanical l brakes. n,

Bymeans of the bearing pin 36, the yoke 3l integral with the connecting rod 38 is roel-:ably pivoted intermediately on the floating lever 2,2.

Encompassing the said rodis the strongly in- 'ing,pivot punching slotted to open to the rear side-` flxed bracket'l4'2," fixedly supporting the master v cylinder I8, and which itself is ilxedly supported from the chassis side frame of thecar. The'actuating spring 39 is accordingly substantially concealed from view from above, though exposed to servicing inspection fromA below. The forward I extremity of the said spring forcefully bears vment, as will later more fully lappear, normally causes brake application by forcing the pivot pin 33 forward for master cylinder piston operation, the rubber dust guard 41 collapsing to permit such movement. Due to-the guiding function of the rod 38, any, accidental breaking of the coils of the spring 39, would not fully incapacitate it from.

. operating the brakes. 'I'he collar enlargement 48 25 ears 65, the said bevelled periphery of the disc 45 on the rod 38 isM adapted to bear against the cup 40 to facilitate removal of the heavily tensioned spring and rod unit from the assembly.

f or accommodating the pin 68 about which the disc 45 normally rotates. A duplicate bearing ear portion 65' as said 65 symmetrically depends also from the other leg of the U bracket, so that the said twin ears of similar contour and open slotted bearing, support the pin 66 at both its ends. The said open slots of the twin ears would permit the pin 66 and the disc carried thereby to shift radially rearward.

The' elongated slot 61 (Figs. 1 and 5) punched l in the upper semi-cylindrical portion of the bracket 63 accommodates and partially guides laterally the lock disc 45 to an extended arm of which is revolvably pivoted at 68 Vthe rod 54. The functionally outer periphery 45 of the disc is cir- .cular-ly concentric -with the bearing pin 66 and is punch-pressed bevelled and somewhat rounded I provide power actuation, preferably vacuum uid power as disclosed, to reenergize the actuating spring 39 and concurrently release the brakes.

of the friction type to prevent overdominance of force from the pedal from-moving the rod 38 rear- I furthermore provide -a locking device preferably adapting it to .properly fit and wedgingly socket 20 into the V-groovel 69 (Fig. 5), milled in the solid cylindrical wedge stud I0 xed transversely in -both legs of the bracket 63 in any suitable manner as by press-fitting or peening. The-relation is such that whenI the bearing pin 66 is rmly socketed forward in its `bearing slots of the twin is free to move without functional seizing in the said V-groove 69. If however, the disc 45 is forcefullybodily shifted rearwardly, in the direction of thewedge stud 10, the said bevelled edge of the disc wedges'against the slanting walls of the said V-groo've, thereby frictionally locking against further rotation of the disc, having the purpose of anchoring the pivot 46 against forceful rearward movement, the locking effect increasing with such force. 'i

The pin 66 preferably bears in a suitably wearand antlfriction surfaced bearing bushing 1| phragm rod 54, attached by means of customary metal reinforcing plates to the rubber, diaphragm T155, which as usual is constructed cup-shaped and 1has the flange 56 held and sealedas customarily between the dual flanges of the two sections of the cup-shaped halves of thevacuum motor 53. The forward vend of the rod 54 isl threaded'to accommodate the mounting nut 58, clamping the diaphragm assembly firmly against the shoulder 59, the iut 58 adapted to abut against the rubber disc cushion 6,0 attached to the front wall of the vacuum motor. The initially tensioned conical compression spring 6I urges the diaphragm and vthe rod 54 constantly rearward.

The vacuum motor 53 isfixedly and suitably mounted from the side channel of the car chassis byfmea`ns of the bracket plate 62, firmly riveted onto the motor, and which plate together with the corresponding motor wall has a` suitablyv large orifice, which may carry the customary rubberl grommet, to permit lateral displacement or tilting of the rod 54 passing therethrough. Also firmly riveted onto the motor 53 are the integral (Fig. 6), preferably loosely fitting in a commensurate punching in the disc 45, for slight rockability for self-alignment and for facile replacement. A similar bearing bushing of similar fit accommodates the pin 46 carried by thefactuating spring yoke 44, the twin double washers 12 and 'I2' with sui/table loose:l fit about the said bushings, serving as spacers in the assembly. It becomes obvious that clockwise rotation of the disc 45 about itsbearing pin 66 (viewing Fig. 1), Vas urged by the tension of the strong actuating spring 39, and as would be permitted when the vacuum suction is released from the motor 53, would cause the rod 38 to move forward, thereby forcing the lever 22 also forward with it, to force the master cylinder piston into the master cylinder I8 for brake application, provided that the foot resistance on pedal I I pre- ``vents the point 23 on lever 22 from likewise movingforward. Vacuum tension of the motor on the rod 54 coacting with the forward tension of the actuating spring 39, assures that the disc bearing 66 remains firmly forward in its openslotted bearing sockets, thus assuringv` that the periphery 45' of the disc remains free to move Ynon-bindingly in the V-groove of the wedge flanges of the bracket 63, of substantially inverted U-shaped cross-section in its main portionq lwhich straddles the disc 45, and having the further horizontal portion 64 integrally bent therefrom and extending also to the cars chassis frame to aid in iixedly mounting thevvacuum motor assembly. Formed out of said portion 64 is the ver- J tically depending integral ear 65, having a bearstud 10.

'I'he Vacuum control valve designated as 52,

which embodies also the check valve in combination, serves to control the clockwise brake applying rotation of the disc 45, and also the extent of such rotation as controlled by the brake pedal, thereby controlling theY graduability of pressure braking. Though any suitable valve structure may be employed, rthe design disclosed in detail in Fig. 2 provides fair leak-proofness for a duration of time, not always otherwise attainable for vacuum pressures. The vcheck-valve portion of Fig. -2, -which I will first describe is shown in the valve-closed position. The valve body 52 at its upper extremity is of shallow circular cupi-shape, providing the continuous annular chamber enclosed by the outer upstanding rim of the cup, over which an inverted shallow circularly cupshaped -rubber diaphragm 16, having a center orifice 11, snugly and sealingly fits, the metal enclosure cup 18 snugly ttig thereover to anchor the edge of the rubber diaphragm, aided preferably by rubber cement or any suitable provision, to enclose the valve and diaphragm against atmospheric pressure. Concentric with the said outer rim of the valve body, is the continuously annular smaller seating rim 19, of preferably slightly greater height over the outer rim, providing accordingly a check` valve seat against which the soft rubber diaphragm 18 sealingly bears, for closing communication between 'chamber 15, which is in constant communication with the control valve intake chamber 88, and the chamber 8| in constant communication with the intake manifold of the engine l1 and with the chamber 82, due to the orifice 11. When the vacuum suction from the engine, namely@ the suction in the chamber 82 is greater than that of the chamber 88, the diaphragm 16 rises oi the seat 19, opening communication between the chambers 88 and 8| for-greater. vacuum supply to the control valve portion. Inversely greater suction in chambers 88 and 15 close such communication, the area of the diaphragm and its softness aiding to effect secure valve seal. The customary small spring employed in check valves, as would be a small conical spring between cap 18 and the diaphragm 16,'for secure valve seating, was found to be unnecessary though its use is optional. v

The control valve portion of the valve 52 comprises kcylindrical bores in the valve body 52 and recess, as disclosed in Fig. 2, to accommodate the initially tensioned valve closure spring 83 of the compression type, bearingagainst the valve body at its upper end, and pressing downward against the perforated circular guiding disc 84, fitting onto the cylindrical stub end of the symvmetrically round metal stem 85, having the somewhat conically shaped metal disc 86 integral therewith, which however may optionally be a separate member, which disc conically flexes and therefore provides initial tension to the .upper ange 81 of the soft rubber valve spool (Fig. '1), having a cylindrical axial bore to fit for snug firm contact over the stern 85, which stem has a restricted diameter at its lower end to provide a stop shoulder against which the circular 'pivoted at 9| in the bearing yoke integral with the valvebody 52.v The said stem' 89 and conseguently the valve stem 85 is axially guided by "tle'circular perforated disc 92,v held in the bore :of .the valve body by the'drawn cup 93, enclosing the air-filter material 94, and having suitable perforations for air passage, which `cup furthermore has a center hole to accommodate and guide the operating stem 89 at its smaller diameter restricted to prevent loss from the assembly. Just as'described for the conical'disc 86, the disc 88 is adapted likewise toV bear against and give initial tensioning to the lower ange 95 of the rubber valve spool, when the valve lever 98 should `forcefully press the stem 89 upwards against the tension of the spring 83 to raise the valve assembly of inner parts for brake application by exhausting the vacuum from the motor 53, in

other words by Vinlet of atmospheric air vpressure through the air-filter 94. The valve body 52 has a continuously annular recess providing the chamber 91, which is in constant communication with the bore 98 leading into the vacuum motor 53, the nut 99 firmly mounting the valve to the motor.` Fig. 7 shows a somewhat enlarged view of the rubber valve `spool in normal tensionreleased condition, as manufactured, its flange' 81 being of smaller diameter than its flange 95 to facilitate assembling and disassembly inr the valve body, the corresponding bores of which are correspondingly of different diameters for proper seating of the rubber valve spool on the periphery of said bores. The shown normal brakes-released position of the valve parts imparts communication between the lchamber 88 .and the vacuum motor 53, the rubber spool flange 81 being advanced away from sealing cortact with the respective bore periphery of the valvev body. lower flange 95 enabling a substantial amount of pressure from the spring 83 to effect more secure seating of the valve without danger of forcing the rubber valve spool out of proper assembly. Inversely, thesubstantially similar condition applies for vacuum exhaust' namely for airv inlet through the filter 94 upon forceful upward movement of the valve `parts by the lever 98. The relative dimensions however, are preferably such that if the rubber spool valve is moved upwards to intermediate or neutral posivalve ports with a tension imparted( by the conicality of the respective backing discs, which are spaced apart an overamount to permit free exing of the rubber valve flange edges.

The valve lever 98 (Fig. 1) is connected to be operated for vacuum exhausting of the motor 53 by depression of the brake pedal wherefor I provide a connecting rod4 |88, pivoting at |8| to the floating lever 22, in which valve rod isfinserted a movement compensating spring device |82, the construction of which is similar to that of the cushion spring device enclosed in casing 28, and as previously described; though this device |82 contains a less heavily tensioned spring and has a considerably longer movement amplitude than the previously described device of enclosure 28. It permits forcefulfelongation of the valverod |88 after the lever 98has abutted against the valve body 52 as a stop. and asinduced by `an overlong depression stroke of the pedal Il. The initial tension of the spring in the device |82 predominates over the tension of the valve spring 83 in the valve 52.

The characteristics of the oatability of the L-shaped lever 22 and its associated connections, 1mp1y that depression of the brake pedal Itas well as the actuating spring-induced forward movement of the rod 38, would both tend to force pivot pin- 33 forward for brake application. Accordingly, it becomes virtually a race of speedier movement, as towhich of the two predominates for at least a greater portion if not al1 of the brake application effect. But if the actuating spring 39 is made sufficiently strong, such as might accomplish wheel-locking under The ange 81 rests on the edge of the normal conditions, its promptness of vaction virtually assures that the'pedal during all normal graceful braking becomes virtually merely the' controller for the power actuation. However, if the pedal vII were to be depressed with frantic `speed, without employment of a correspondingly strong actuating spring 39, which itself has relation with the cumbersomeness of theV braking system as in heavier trucks, the pedal might be depressed to the toeboards of the car, preventing further control beyond the capacities of the actuating spring 39. Furthermore, there is a f psychological requirement or at leastdesideratum,vfor an utmost safety provision, though y never operative. To attain such objects, I pro.-

vide a liquid dash-pot |03 to retard overmovement of the brake pedal I I, and which is brought into operation preferably though not necessarily after a lost-motion, corresponding with thernormal stroke of the pedal. The lower arm I9 of the brake pedal carries an integral substantially conically shaped guiding and abutment socket to contact the operating stem |04 (Fig. 3), having a heini-spherical rear extremity socketing in a corresponding abutment depression of the substantially drawn cup-shaped steel sheath |05,

' fitting closely over the forward end of the automatic-screw-machined piston |06, which carries an annular groove atfI'I for spinning the said sheath xedly thereon. Said sheath permits assembly onto the piston |06 of the continuously annular double-lipped soft rubber piston ring |08 rubber cup), having a liquid sealing lip" against the inner wall of the aforesaid sheath I 05, and having another larger diametered lip" |09 to ride as customarily along the smooth bore of the body member |03. The disclosed sealing rubber form permits, in a small diametered bore, of a substantially strong piston shank to pass therethrough to form an integral rear portion of the piston |06, having a guiding and liquid deflecting shoulder I I0, having further a reduced diameter portion establishing the continuously annular chamber I|2, and a further suitably fitting shoulder ||3 for dash-pot by-passlng, namely (having the same function as the customary for liquid escape from the high pressure chamber of comparatively large exposed area which cornprises the valve disk I|9 adapted to seat against the bore rim, a truncated cone-shaped guidingboss being provided on said disc, which has further a wire affixed therein the hooked extremity of which supports one end of the tensioned tensile spring |20 the other end of which is looped in the bent cross wire suspended transversely from the two diametrically opposed drillings in the.piston, as I2I, which serve for liquid communication between the chamber |I2 and cham'- ber H8, which in turn `supplies liquid to thechamber I I4 through the check valve upon piston return forwardly. It is apparent that the high dash-potting pressure ofv chamber `II4, due to forceful rearward thrusting of the piston |06 by the lower pedal arm is not communicated to the hydraulic brake lines nor against the rubber lip I 09. However, in anticipation of possible check i valve leakage, some may deem it preferable to provide a large liquid escape area to the bore II5 and the connecting tube ||6, particularly if the shown dash-.pot unit is desirably also to supply copious emergency liquid to thevwheel brakes.- But the check valve I9 is not necessary,

if slower return of the-piston |06 is deemed satisfactory, the sole communication from the chamber II4, .then being around the periphery of the enlarged piston collar II3, or through any substitute or supplemental by-pass drilling. In view of possible 'check valve leaks, some may furthermore prefer to make the communication drillings I 2| very small to aid in restricting liquid passage for effective dash-potting function, I v though not as effective as when the 'check'valve is in proper operation. 'I'he dash-pot unit is mounted on the car by aixing its flanged ears onto a fixed member I 23 of the vehicle. The stem |04 is tiltable for alignment by reason of the enlarged shoulder |24 and its .ball socketing provision, the shoulder adapted to stop against the pressed annular retainer I 25 xedly spun onto the body member |03, surmounting which is the conventional-like rubber dust boot |26. 'I'he disg closed dash-pot may not need attention for the life of the'car, in view of the secure supplyof liquid and of the infrequency. of operation en- .hancing the durability of the rubber piston ring |08; such attention-proofness being an important factor on elements of a brake under the care of the general public.

The aforesaid hydraulic brake line I I'I (Fig. 1), has free communication with the master cylinder I8 through tube |28, which supplies also the branch duct serving. the front wheel brakes of any suitable conventional construction, as that of the so-called genuine Lockheed type, comprising the double hydraulic cylinder |29, the dual pistons of which act against the brake shoes as |30 vby opposing the tension of :the shoe retract 'spring I3I to brake the drum |32 aflxed for rotation-with the automobile wheel, the xed bear.- ing pins as |33 fulcruming the shoes, which in their retracted position bear against the clearance adjuster eccentrics, as |34, all as suitable or conventional. The brake line I I1 leads t0 th vehicles rear wheels.

I provide furthermore an accelerator disconnector or tripping mechanism, enabling the drivers foot to remain partly or even mostly over the accelerator pedal I5 lwithout affecting the engine, while braking with a .lightly pressured brake pedal I I, the accelerator disconnector serving also as an indicator to the driver of` vacuum failure of the motor 53, The accelerator -pedal I5 has the connecting thrust link |36, projectingl through the toeboard I3 and pivoted on an arm extension ,of the flat stamped lever |31, mounted freely revolvably about the bearing stud |38, which itself is revolvably pivoted in the xed bearing journal |39 mounted ontothe toeboard I3. The lever |31 has an outer periphery substantially concentric with its -axial center |38, which periphery carries a detent |40 to coact for engagement, after some lost-motion as shown, by the pawl |4I, rockably pivoted on the lever |42 firmly aflxed for unit revolution to the bear- ',ing stud I 38. For installations in which the throttle valve I6 is on the other side of the en-v gine II, this bearing stud I 38 may be elongated axially to accommodate. suitable lever and link system for throttle operation, as is customary on some cars. On the lever t4! pivoted the linki |43 connecting with the lever |44 of the throttle valve I6 which is urged to closed position as customarily by the tensloned tensile spring |45.

exposiig itto atmosphere. This permits the lock disc 4l to rotate clockwise on its pivot 50, as

urged by the strong actuating'spring 30, which further rocks the iloatlng lever 22 in a counterclockwise direction on point 234 substantially as a fulcrum, causing consequent forward movement of-the pin 33 to apply the brakes by forcing liquid from the master cylinder I8 to the several A wheel brakes of the vehicle. At the very begindetent |40 is consistent with at least many throttle operative installations on cars of today, and I have found that the promptness of'the power actuation of the brakes, which promptness maysurprise the layman, if a strong actuating spring 30 be employed, removes the pawl |4| from the path of the periphery of tire lever. |31 without any sliding friction or wear on said pawl. The brake pedal and the accelerator pedal l are preferably placed in close lateral adiacency, pref;

erably by extension of the foot pad |4 towards the accelerator pedal. The tensile spring |43 urges the pawl for rdetent engagement: and the torsion spring |50 about the pivot rod of the accelerator pedal's mounting on the toeboard I3, urges the accelerator pedal into full retracted position, as shown, with the extended arm of the lever |31 stopping against the under side of the toebdard. It becomes apparent that the accelerator willbecome or remain disconnected upon failure of the power motor 53 to revolve the disc 45 anticlockwise upon brake release, thus serving as an indication to the driver that the brake pedal is gradually assuming or has assumed a morerearward retracted position for subsequent brake operation. The usual hand throttle of the automobile may be employed for engine ycontrol during such rare emergency. If there be any disorder in the power system which would require repairs, the vacuum shut-o3 cock 5| at the engine may be turned on and the accelerator disconnector rod |41 be removed for tem?- porary car operation.

General operation of the device of Figs. 1 to 7 The device is shown in tle normal brakesreleased position, with the brake pedal held y in its normal low position, the drlvers foot being oi! of it, with the vacuum motor 53 being fully charge with vacuum suction, `hence with the lock disc 45 in full counterclockwise position, andfwith 'the actuating spring 30 compressed. Without vacuum leaks in the valve 52 and th motor I3, the mentioned shown positions woul be maintained while the engine |1 is turned off. However, we will suppose thev engine to be operating to provide a vacuum source.

For braking, depression of the pedal moves the rod 2| and pivot 23 rearward as a unit because of the firm initial tension of the cushion spring 24, thus causing the floating lever 22 to slightly rock on pin 36 as fulcrum, and giving ning of such actuation, reaction pressure is immediately built up against the brake pedal' and drivers foot, to usually cause an appreciable kick-back feel, if some provision as that of the cushion spring 24 were not provided, which provision ispreferable. The forward reaction pull of point f` 23, if overquick would compress the spring 24 tending to partially check the exhaust valving through resultant movement of the rod L|00. Another optional exhaust provision is' had in the closeness of the valve throat disc 30 (Fig.

2) and its edge taper in respect tothe correspond-- ing valve bore, and the arm length of the valve lever somewhat affect the valving. An optional and preferable function of the cushion spring 24 is also -to cushion the pedal feel throughout the range of pressurebraking, if so desired, by suitable` spring design. l A

As vpoint 33 or the leve'r 22 moves' forward towards point 33', as the ultimate limit for non-ad- Justed brake linings, the point 23 will move downwards towards point 23", in which. position the effectual total distance from the cushion spring 24 to the valvelever 90 is effectually shortened in linkage, due to the incidental location of the valve 52 in respect to the non-parallelism of the links 2| and |00, as disclosed. thereby tending to spontaneously further exhaust vacuum from the motor 53. But this effect is compensated for by locating the pivot |0| on the lever 22 at some distance above point 23, scf' that the anticlockwise rocking of the floating lever on the pivot 23 substantially would compensatingly lengthenthe valving control linkage eifectually during progress of the brake applying movement. Other valving connection structures are feasible to forestall such requirement, such as connection of the rod |00 closer to the pedals lower arm, as on the spring case 23, or as is suggested by Fig. 8 with its cushion spring substitute 225 and the lever 220 as virtually a substitute lower arm for the -brake pedaL However, I prefer to locate the,

point |0| on the lever 22 Astill higher than required for the just indicated compensating function (without dependence on quantitative accuracy in the drawings) to accomplish the additional eil'ect of requiring the pedal pad i4 to be gradually more depressed for gradual exhausting' of the vacuum motor 53, thus serving somewhat as a substitute for the spring 24for valving grad.-r uability, and having the further desirable effect that the pad |4 upon brake release will not retract too great amount rearward than its original starting point, due to the fact that the valving exhaust and the inlet strokes are not fully coincident, and also to the time element required for power operation, though small. Optionally either the provision of the spring 24 or the just explained pedal stroke graduability due to higher location of the point |0| on the lever 22 may be employed alone, the combination of the two as 'shown however being preferable to gain the speciic advantages of each; and both combined might designedly impart about 1/2" depression movement to thex pedal pad |4 for normal pressure braking (upon readjustment of the wheel brakes for lining wear), which depression amount, however, with consequent foot feel is variably optional, the longer the pedal stroke the finer the valving control. 'y

During the eiectual graduated pressure range of braking, the master cylinder piston, as conventionally, has comparatively very small movement the exhaust and neutral positions only, such valving being controlled (barring operative fric' tion losses and lag), accordingly as predominance of force from the pedal `l I or from the actuating spring 39 aiects the position of the point |0| eifectually for valving, the spring 24, if of corresponding` tension variation is chosen, yielding correspondingly. This implies that the foot pressure v-on thepedal determines and varies ad libitum, the actual braking pressure. which function is further assured by the diierentially connected floatabilityof the lever 22.

For brake release, the foot release of the pedal permits the pivot point 23 to move forward partly urged by the tension in the braking sys- `tem at the time, thereby permitting the valve stem 85 (Fig. 2), as urged by the spring 83 to move downwards towards the `shown position, thus cutting off atmospheric communication and instantly thereafter opening communication between the chambers 98 and 88 for vacuum inlet to the motor 53, which imparts countercloekwise rotation to the lock disc 45, compressing the spring 39 andreturning the lever 22 rearward to the shown position, thus also carrying rearward the radius lever 29 and the master cylinder piston until the radius lever 29 abuts against its stop 32, assuring incidentally the surplus free movement as conventional for master cylinders, to securely clear the conventional small liquid compensating orifice of master cylinders. The shown brakes-released positionof the pin 36 is determined by the contact of the nut 58 against the silencing stop cushion 68 in the vacuum motor 53. The brake pedal accordingly must assume the normal lowposition shown, the spring |52 on the lower arm of the pedal lever urging the radius lever 29 against its stop 3 2, which spring |52 beingoptionally attachable anywhere, yas directlyon the radius lever to accomplish the same purpose.

Now, as to the 'locking functionlof the disc 45 and the wedge stud 10. At exceptional times,

7 rearward directed force on rod 38 would amplify the wedge locking to 'prevent the disc '45 to rotate, thereby xing the position of the pin 46 for any overpressure braking by the pedal.-

The said conical spring 6| is not essential, particularly in view of the usual stored tensions in rubber cupped diaphragms, but it aids to relieve from pedal operation a large part at least of the lost-motion required for shifting, thexdisc 45. It 4is characteristic of vsuch V-grooves as 69 in the wedge stud 'l0 that its wedging coeiilcientdoes not vary proportionally with the frictional coeilicient of the wedge walls, so that one might state in terms of convenience, that a rough or rusted periphery of the disc 45 would not sink into the V-groove so deeply and hence not overbind with proper design; whereas if oil were spilled'over a smooth disc periphery it would sink in more deeplyand aid wedge locking, the compensation being a matter of degrees, and not complete. The disc radius is of course la factor for the locking efiiciency. The normally free t between the disc 45 and the wedge stud 10 is preferably to be feasibly close versus lost-motion requirement, and the wedge stud at least ought to be case-hardened or heat treated otherwise.

l-As hereinbefore described when reciting the several parts, the accelerator pedal I5 becomes disconnected by reason of the pawl |4| being raised out of the detent by the initial brake applying rotation of the disc 45. The customary condition of lost-motion or ineffectiveness of accelerator pedal operations is taken advantage of by providing a corresponding amount of lostmotion at the detent |40, to an extent, at least for some cars, thaty there be no, sliding release friction and consequent wear on the pawl, the power actuation responsive to the initial brake pedal depression being surprisingly prompt. The drivers foot may merely slightly rock on its heel to top the edge of the lightly pressured brake pedal providing quick and convenient brake application. The accelerator disconnecting device also serves to give notice to the driver when the power motor.53 fails to retain the brake pedal in its shown normal low position, as previously described.

As to the emergency longstroked positioning of the pedal |,indicated by the\dotted outline I (Fig. 1) If for some reason the motor 53 fails to reenergize the actuating spring 39, and hence fails to move the pivot 36 and the lever 22 back' as after over-thorough car washing, etc., an lovery amount of foot pressure is required yfor eflicient braking. Furthermore, it is optional toemploy a lighter actuating spring 39, and consequently of the vacuum motor unit, particularly in a comparative sense in heavier vehicles, as trucks, etc. With predominant foot pressure over the capacity of the actuating spring 39, the rod 38 would 'l to its shown position for low-pedal, the pin 36 in its then forward position, will serve as a fulcrum point for clockwise rotation of the lever 22, as urged by the tension of the brakeliquid. in the master cylinder and further by the spring |52, to pull the rod 2| forwards and accordingly'position the pedal in its long-stroked position |'.'at least approaching such position according to the amount of residual vacuum remaining in the motor 53. For subsequent braking the pivot 36 would remain the fulcrum' point during depression of the pedal The valve lever 99 would swing with large amplitude freely on its pivot 9|.

Because normally the disclosed power actuation imparts substantially the whole free movement of brake shoe settingjonto the drums, the feature of pedal lightness, through leveraging or relative displacement, may be taken advantage'of by designers to a degree, which might I imply aninconyeniently long-stroke of the pedal lever for the rare emergency condition, particularlyfin relation to heavier vehicles. Though 8 asiniao many leveraging, change principles are known in the art, which might be applicable, I show the floating lever 22 to be ot bell-crank or L-shape functionally, so that the point 23 would assume the position 23' for the long-stroked pedal position, the gradual leverage changing function during progress of brake application being evident.

It should incidentally benoted that during normal braking, the lowering of point 23 to 23" implies an increase of leverage which partly at least compensates for the loss of tension in the spring 39 during its operative elongation for normal braking. It is however optional` to disregard the desideratum that the master cylinder The general principles of the device shown in Fig. 8 arethe same as underlie the device of Fig. l. It is of more enclosed movement-concealingI design, and is adapted especially to operate the hydraulic standard conventional wheel brakesy of the vehicle. The device is shown in the norf mal brakes-released position.

' First, I will describe the power actuator unit shown in the upper left of the drawing of Fig.

' 8. The vacuum supply tube |5| leads from the engine intake manifold to the combined check and control valve 52a, of identical construction -and functioning as that of valve 52,-.of Fig. 2,

except that amore -strongly tensioned valve spring 93 may be employed. This valve controls the suction pressure in the rubber diaphragmed vacuum motor |52, of the same structure prin-v ciples as motor 53 of Fig. 1 except that the disc portion of the cupped rubber diaphragm (shown in^ Fig. 1) is usually eliminated in larger dientry of displacing air in the dead or rear portion of the motor |52, I provide the air-filter material |10, held in place by the perforated plate |1I, perforations as |-12 being constructed in the corresponding wall of the motor for suitable air passage.

The aforesaid diaphragm plunger stem |54 has its rear extremityrounded as customarily for thrust abutment against the standard con- 10 ventional master cylinder piston for the conventional master cylinder` |13, the whole master cylinder unitpreferably structured .and functioning as the standard master cylinders equipped on 'the cars produced ltoday the structure being apparent from Fig. 10. The master cylinder |13 has the triangular-shaped mounting flange |14, as on some conventional types, which flxedly mounts it on the motor |52 by Ameans preferably of suitable screws, the motor '20 bracketing angle plate |15, adapted for lxedly mounting the assembly unit onto the car, being inserted and held therebetween. which angle plate has a guiding bore |15 to'accommodate and guide the plunger |54, and has other suitable punching' as indicated at |11, for properly copious displacement of air communication" for the master cylinder unit. Any incidental brake liquid leakage` from the master cylinder is preferably shunted by the said angle plate |15 and I 3o permitted to escape through sme duct as indicated at |18.' 1t becomes obvious that upon vacuum exhaust; .from the chamber ||i9- of the mo-A tor, the actuating spring'l58, after first travel A through a slight customary lost-motion, causes the plunger |54 to abut and press against the master cylinder piston, moving it, as conventionally, to force' brake liquid into the hydraulic lines for brakev application, as will hereinafter become more fully apparent. 'Il'he standard con-V o ventional master cylinders comprise a small liquid compensating port (as 259, Fig. 10) uncov- `eredat full ,retraction of the piston, by the rubber piston cup, and comprises also the doubleacting -check-valve (as 252, Fig. 10) at the outlet passage, all as conventionally.

ametered motors for cost reasons, which-motor has the metal diaphragm disc |53, carrying the plunger stem |54, affixed thereto by the threaded nut |55, holding also the metal cup |55, tele-- scoping into a corresponding cupped 'portion |51 of the motor, coacting with the walls of said cupped portion lto partially guide the motors movable diaphragm into4 movement alignment, andto serve for lateral retention against breaks for the heavily initially tensioned compression spring |53, which is the brake applying actuating spring in this device and may be constructed of so-called at wire, as shown, though a nest of round wire spring might suitably be substituted therefor, which actuating spring bears against the circular reinforcement and spring positioning plate |59 of upturned edge. The springfurther bears at itsmoving rear extremity against the motor diaphragm assembly to urge it constantly rearwards with strong force for brake application, but which tendency is resisted by the vacuum suction admitted to the motors chamber |59 by the valve 52a. The outer edge of the circular plate |53, where the rubber diaphragm is, as usual, sealingly joined thereto bears against the inner wall of the motor as a stop for the diaphragms forward movement, or alternatively, closure of `the coils of the spring |59 may serve such purpose. For free exit or The master cylinders outlet tube |35 conducts -bralre liquid flow, and pressure partly through f the tube I9 i -to the'Z accelerator disconnecto'r device,'comprising the fixed cylinder |32 carrying thel rubber'piston cup |33, backed by the shoulvder enlargement of therond stem |34, having a restricted diameter topass-through an orifice in the cylinder, establishing a shoulder for stop abutment with the cylinder, the tensioned compression spring |85 of predetermined tension bearing upwards against the enlarged shoulder to constantly urge the rubber sealing cup |93 towards stop contact with an extended cylindrical boss integral with the sealing plug |35, which 60 has a T-shaped duct |31 drilled therein to favor escape of any trappedv air through the tube III rmly and sealingly joined thereto in any suitable manner. Integral with the cast cylinder |82 is the forked bearing extension carrying the pivot Ipin |88 and the lever |89 for operative abutment against the extremity of the stem |34 after some lost-motion, and which lever has the integral eye |90 through which passes and against which abuts the accelerator trip rod |41a, servingv the same purpose asvthe rod |41 of Fig. 1. .The tension moment of the spring is preferably less than that of the several lbralze shoe retract springs of the vehicle wheels, but -is stronger than that of the residual hydraulic pressure remaining in the brake lines during/brake released condition.

The hiaster. cylinder |13 communicates its liquid further to the fixed pedal cylinder unit indicated as |9I, through passage |92 leading to the chamber |03. This pedal'unit assembly is fully symmetrical about the cylinders axis, except for the two tube connections and the airreliet provision, as apparent in the drawing of Fig. 8. 'I'he chamber |93 is sealed at its forward end by' the. movable rubber piston cup |94, backed by the shoulder enlargement |95', against which presses the predeterminedly tensioned compression spring I|96; and which shoulder |95 is integral with the" round stem |95, a restricted diameter of which passes through a center orifice in the closure and retaining plate |91,'held in place by the customary split ring |98 socketing in the cylinder bore wall, which plate through abutment limits the outward movement of the stem |95. This stem ISI-has an integral extension passing through the rubber cu'p |94 and through theA retaining washer surmounted by the threaded nut 200 firmly screwedonto the stem, which extends still farther to project into the restricted throat of the cylinder casting, so as to" operatively abut against the valve ball 20|, adapted to seat on the rim of, hence to seal said throat, and which bali is urged for such seating by the compression spring 202 bearing against the. bail at one of its ends and against the radially outwardly extending flange of the guiding and ball-resting tube 203, perforated iforfree liquid communication, the assembly being held in place by the bushing 204 rmly threaded into the cylinder |9I. munication with the several hydraulic wheel brake cylinders of the vehicle, by means of the Hpassage 206 leading to the tube 201, thence to the wheel cylinders as conventionally. 'Ihe aforesaid bushing 204 has a central cylindrical .bore to accommodate the metered choking stem,

having the restricted diameter portion 200 and a further portion 200 of larger diameter, the latter when passing into the j bore oi' the said bushing 204, upon' an oven-amount of brake pedal depression, restricts the 'passage of liquid and hence serves as a choke toretard the brake pedal depression, as a substitutie' in function and purpose for the dash-pot |03 of Figs. 1 and 3 and in like manner optional. 'The smaller diameter, which is optional, serves. as partial choke, as suitably desired, during the normal lowprdal positioned braking.

The said choking stem 209 is integral with or suitably held for cornovement with the stem 2|0 integral with the cylindrical steel piston member 2| riding in the cylinder bore, against the forward shoulder of which is mounted the inverted rubber sealing cup 2|2, which is backed by a s teel washer over -the stem 21|0, against which washer bears the operative rubber sealing cup 2|4 held further in the assemblyl by a further steel Washer firmly clamped by the nut 2|5 screwed onto thestem 2|0, the whole described piston assembly moving as a unit to force brake liquid pressure from the chamber 2|6 into the chamber 205 through the bushing 204. For escape of air, trapped when the system is being filled with liquid, I provide a suitable or customary sealing air relief screw 2|1 controlling the two-small ducts shown as communicating respectively with thechambers 2|6 Iand 205.

The -said piston assembly, particularly the The chamber 205 is in constant free comof which spring functionally bears against an enlarged circular shoulder 226 integral on lever i 220 to urge said lever constantly forwards, but

which tendency is stopped by the adjusting screw 221 locknuttedonto a lug depending integrally from the pedal boss. At the lower extremity of the lever 220 is pivoted the valve rod |a leading forward for connection with the valve lever 90a, and having inserted therein the movement compensatingspring device |02a, of identical construction and purposel as the device |02 of I Fig. 1, except that its spring may be of higher for Fig. 1.

tension to predominate safely over the valve spring 83 (Fig. 2), because said spring -83y may be of somewhat stronger tension, as aboveindiv 4 cated, in this device of Fig. 8. To enhance the maintenance of the customary and apparently ldesired residual pressure of the conventional brake lines, and in view of exure of chassis frames, relative movement oscillations of the engine, and inertia of the brake pedal, I preferably provide additionally the otherwise nonessential device comprising the predeterminedly tensioned compressionv spring 230, bearing against the radially outwardly extending flange 23| of the tube 232, the rear edge of which is again outwardly flanged to checkingly overlap' the annular washer 233 (Fig. 9), against which the other end of the spring 230 ars, and through which the cylindrical portion of the tube 232 axially slides, which washer in turn bears against the customary split ring 234, fixedly socketing in tlie cylinder casting |0|. The `'piston assembly and more particularly the member 2|| bears against the forward tube flange 23|, which accordingly serves to stop and locate the piston normally during brake-released condition, so as to provide some non-interference lost-motion space, as shown, between the rod 2 I8 and the member 2| 'The customary rubber dust guard is indicated by 235; vand the tensioned tensile spring 236'serves to urge the pedal 222 towards the depressed condition. I' To serve convenience the accelerator pedalis not shown in Fig. 8, as mounted on theitoel-board I3, the construction and functioning of theA accelerator pedal herefor being the same as that disclosed The communication of the tube 201 with the representative wheel brake shown is intelligible from the disclosure with Fig. 1.

Asvto the relative dominances of forces in the Y system, in terms of hydraulic pressure moment:

In the shown brakes-released position, the spring 230 dominates the customary residual pressure of the brake lines, which is perhaps about 8 lbs., but'the tension of the spring 230 is inferior to that of the brake-shoe retract pressure, as that of spring `|3|a. Such shoe retract tensioning is to be sufcient. of perhaps about 25 lbs. to securely dominate the combined tensions of the spring 230 and of the pedal spring 236, so as to be effective to move the'brake pedal 222 rearwards for the emergency long-stroke position 222', to be later more fully described, instead of A should within a safe margin dominate actuationof the` spring |96, .which latter might bptionally be actuated by about 150 lbs.V The ball valve spring 202 might optionally permit about 10 lbs. pressure to by-pass automatically the ball valve, as a one-directional check valve when seated, namely for flow from the chamber |93 to the chamber 205. Accordingly during operative braking under pressure, about 150 lbs. pressure imparted to the liquidby the controlled application of the actuating spring tension would begin to force the rubber cup |94 (supposing that the additional force from the ball valve spring 202 compensates for resistant friction). forward to free, with some additional' lost-motion, the ball 20|, permitting it to seat for by-passing further liquid as a check-valve. When however vacuum 1, in not indicating to the driver that 'the pedal 222 is assuming or has assumed the emergency actuation of the motor |62 recompresses the' spring |68 and releases the master cylinder pressure for brake release, the consequent pressure reduction in the master cylinder H13 permits the spring |96 to forcefully press the ball 20| rearwardsLto open the ball valve for liquid back-flow .into Vthe master cylinder 13. This ball valve provision is virtually the functional equivalent of thefrictional locking disc 45 and its wedge stud 10 of Fig. 1, and serves the same purpose of checking unwanted reverse force flow during oonditions of pedal force predominance. The quantities above given, otherwise optionally variable, are chiefly for elucidation. It merely serves greater safety tp provide an actuating spring |68 of Vsuch strong tension.

As to general operation of the device of Fig. 8,

Ithere'are further similarities of function 'withf that oi' the device of Fig. 1. When the pedal 222 is depressed for brake application, its initial small movement pulls the valve rod |0011 rearward for vacuum exhaust from the motor |62, the initial tension of the spring device |02adomihating over the valve spring 83 (Fig. 2). Thereby the actuating spring 485B is free to move the diaphragm |63, and after some lost-motion to move the master cylinder piston forcing liquid through the passages shown as open to the various brake wheel units. Because of the promptnessof liquid flow andthe concomitant dynamic pressure, reaction is exerted rearwardly against the piston cup 2|4 in the pedal cylinder, which reaction, if excessive in relation to the foot pressure and progress, compresses the spring 225, rocking the lever 220 on its pivot 22| to choke the vacuum exhaust valving thus aiding to moderate oversudden brake application action. This action of spring cushioning is accordingly similar as described for the spring 24 of Fig. l, in this respect; and the further pressure graduation 4valving for desired graduated braking becomes obvious from the description thereof in connection with the device of Fig. 1. However, the feature of Fig l, of locating therein the point |04 an additional height 'on the lever 22 yto servepartly depression travel of the brake pedal, is not represented in this device of Fig. 8, such feature as previously stated.. not being essential.

In fact the described cushioning spring provision,

4The brake release operation is presumably ob-4 vious. -The accelerator disconnecting device of Fig. 8 however differs in effect from that of Fig.

long-stroked position indicated at 222. s

As to the emergencylong-stroked pedal operation, this Fig. 8 design differs from that of Fig. 1 in effect, in that Whatever brake liquid is1 at the time trapped in the brake system (such as the surplus liquid previously pumped by the master cylinder |13, if such more recent pumping type of master cylinder be chosen) will so remain therein, without relief, as conventionally, through the liquid compensating port provided in conventional master cylinders. However, if such trapped liquid retention is deemed undesirable by some designers, who mightv contemplate delays by the public in attending to repairs of the power motor system, a complete conventionally functioning master cylinder construction with its piston of standard design may be substituted in 4place of the pedal cylinder I9 I, but by retaining the shown control valving structure of the cylinder 9 I, namely the portion thereof forward of the bushing 204 the orifice of which would serve as the outlet orificeV of such replacing master cylinder.

Such modification by use of a conventional-like master cylinderstructure is presented in Fig. l0, the parts forward of the spring 202 and the parts rearward of the pin 2| 9 being identical to those of Fig. 8. The anged perforated ball seating tube 250 is retained in the assembly by the threaded bushing 25|. The dual or double-acting check-valve designated as 252 comprises the l large double-faced seating disc 253, permitting liquid to'pass over its periphery from chamber 205 to chamber 254, against the tension of'the spring 255, and the smaller disc 256 permitting liquid to pass in the reverse direction against the tension of the light spring 251. Any conventional form of such dual check valve may be employed. When the vacuum powered system including cylinder |13 (Fig. 8) should become inoperative, as above indicated, surplus liquid in the brake lines urged by the brake `shoe retract springs, as |3| (Fig. 8)4 would force the rubber cup 258 rearwards to an extent if required so that the lip of said rubber cup would fully uncover the very small compensationdrilling 259. thus permitting such surplus liquid to pass through the tube 260 into the reservoir portion of the master cylinder' |13. A number of such very small compensation drillings may be provided for copious flow. The pedal spring 236 (Fig. 8) securely predominates over the combined forces of the spring 255 and of the normal residual pressure in the brake lines, established by the dual check valve of the master cylinder |13, as above-mentioned, so that the pedal 222 will normally be held in its normal low-position i corresponding to the full lines of Fig. 8, when the power system is properly operative. The just mentioned predominance of the spring 236 implies that the rubber cup 258 will seek to cover the compensation drilling 259; l therefore the long-strokedposition of the pedal indicated as 222' in Fig. 8 will correspond generally with the said rubber cup 258 having just closed such compensation drilling, disregardingthermal liquid retraction, etc. The force of the valve spring 83 (Fig. 2) Jpredominating o ver spring 236, as previously described implies that the conventionallike pumping of liquid by quick pedal reciprocation would be effective for the portion of the stroke of the piston 262 forward of the full-line position of Fig. 10, particularly for foot braking through rod 263 when the power system is inoperativeithe liquid chamber 264 fed by port 255, the multiple drilled passages as 2616, the form of the rubber cup 258, the spring" 255 and the dual check valve 252` serving such liquid pumping" as conventionally. However, the conventional rubber at the double-acting` check-valve 252 to serve leak-less seating is not required, .since the pressures in the chambers,205 and 254 may become equalized. if so desired, after serving for the aforesaid liquid pumping which itself is not strictly required.

The claims may recite an apparent overlapping of elements in respect to the valve control connection from the pedal, it not being of the subistance ofthe recited structure or lnventionfto cerned, a body of liquid may serve in many respects as well as do rigid mechanical elements. For which reason, in the claims, recitation of a movable brake element for `brake application may aptly be body of liquid in combination with or without urther structure to the wheel brakes ,v which the body of -liquid actuates. Hence there may also be a connectionf'as may be recited in the claims, between a body of liquid and a contiguous body of liquid, since in engineering a mere abutment of mechanical memberacan constitute a functional connection, often as well as intervening members. The liquid flowstructure of Fig. 8 presents a diierentlal interconnection as well as that of Fig. l. The term pedal in the claims is-to be understood inlits broad sense, a thrust rod, for example being suitable in practice for a light-pressured short-stroked foot brake. When reciting primary and secondary pumps in the claims, it is not to be implied thatI such pumps are distinct in all of their structural elements, since the well-known structure of two l substantial eiiective braking pressure compistons working in one cylinder are effectually two pumps; so likewise. for the known structure having one piston working within another. Furthermore, pistons (as part |95) and diaphragms are to be considered equivalents in the absence of an English term comprising both. And, the term spring covers a multiplicity of springs.

The prior art discloses a class of devices for taking up the slack forv brake setting chiefly to advance the shoes to the, drums, and usually to give some additional uncontrolled pressure "to the brake system. In View of skidding tendenciesA on icy roads, etc. it is thought that such initial pressure, to serve practical purposes, should be very light. Reference in my claims to such as prises the customary controlled pressure braking beyond what might be safely considered as the herein-above indicated initial pressure. It doe-i not however imply the full range of the convenw lock disc 45, etc. 'I'he dynamic force-required for prompt functioning particularly for `hydraulic brakes, binds, freezes, etc. make desirable a force substantially7 larger than the static pressure corresponding to the said initial pressure." f Since the invention is primarily concerne with definedv actions and interactions of forces, to sustain which a variety of structural forms are known in mechanics or hydraulics, I do not mean to limit myself, in tire claims, to the particular structural forms disclosed, except as becomes apparent. g i Having described my invention, vby means oi the chosen disclosed forrns, so that one versed in the art can make and use it in suitable advantageous embodiments, I hereto append my claims.

',pedal, said interconnections and the relative forces being such that the Ioperating force from the power means predominates to urge retraction of the pedal to a longer-stroke position, whereas foot resistance against the pedal shunts the force of said means to eiectuallymove the element for brake application.

, 2. In a braking system having an Aelement reclprocally movable for brake application and release, tensioned spring means to apply the brakes, power motive means adapted to tension said means and to release the brakes, a normally short-stroked pedal adapted to control the operation of the spring and motive means combination, and differentially arranged interconnections Whereby the pedal is positioned automatically for a subsequent longer eiective stroke to y self-suiiiciently operate the brakes upon failure o@ the power motive means.

3. In a vehicle, the combination of an internal combustion engine with a brake system comprising, a brake element movable into applied and released positions, tensioned spring means connected to normally vmove said element for applitional effective pressure braking, in view of `my cation, vacuum moto means adapted to operate normally the releasingrmovement of ,the element, a vacuum supply connection between the engine and the notor means including valve means to control 'the supply, pedal control means arranged to variably contro1 the valve means for variable effective braking and cooperative 4interconnections arranged so that an over-normal retraction stroke of the pedal effects the brake releasing movement of the element upon failure of the power means.

4. In a vehicle braking system, a brake element resistantly movable` for brake application, a spring ladapted to move the element/a power motor adapted to variably oppose the spring, a pedal arranged upon its depression to cause operation of thespringand motor combination to apply the"brakes. and diierential reactive interconnect' ns cooperatively arranged so that the spring iL .ce would effect over-normal retraction movement of the pedal. whereas foot resistance on the pedal shunts the force to move the element. f

5. In a vehicle having brakes, a brake operator comprising, power means to operate the brakes,

a variably positionable pedal arranged with assoat its normal lowl position and t operate the brakes upon failure of the powe at its longstroke position, and means whereby the power vmeans when conditioned for proper operation structure whereby the line of torce to be checked.

ing device for the actuator comprising, a substantially V-grooved element, a coacting member adapted to effectually wedge therein, and

is directionally disposed relative to said element and member combination so that increase of said force increases the wedging pressure, said device power combination at its long-stroke positionUw the interconnections between the several partsA the brakes and restore the energy and, a driverv .operable actuator arranged to control the power and energy means combination, the interconnections between the parts arranged so that an overnormal return movement of said actuator releases the brakes upon operative releasing failure of the power means.

8. In a brake' system, a brake element resistantly movable for brake application, a power actuator to move the element, a driver-operable actuator arranged to control the power actuator, and interconnections including Van intermediate oating lever having differential connections at three points respectively with the element and the two.actuators, relatively and cooperatively so larranged that the operative movement-of each actuator is directed to move the element towards brake application and that the power actuator retracts the other actuator when not 'driver-operated, instead of applying the brakes. v

9. In a brake system having an element reciprocable for brake application and release, a brake operator comprising, reciprocably operable power actuator means, pedal means arranged for relatively light resistance to reciprocation, and force directing intermediate means whereby the power means is adapted toK solely reciprocate the pedal, and upon the effectual foot resistance to the pedals reciprocation to alternatively reciprocate the element for brake operation.

10. In a vehicle propelled by an internal combustion engine and having brakes, a brake oper- ,ator comprising, a spring device to apply the brakes, a iluid power motor adapted to oppose the spring and release the brakes, a valve for the motor variably operable for variable braking, a brake pedal, duct connection between the valve and the intake manifold of the engine for vacuum force supply to the motor, interconnecting means between said pedal and the device and motor combination, whereby force from the pedal opposedly shunts the force from the device to apply the brakes, connection from said pedal and interconnectingcombination to operate the valve upon pedal depression, and checking means adapted to restrain brake\ release directional movement of the spring device urged by predominance of force from the pedal.

ll. In a brake system, a brake operator comprising, a power actt'iatoi` adapted to apply the brakes, a driver-operable controller, mutually reactive connections between the actuator and conpreventing brake release movement of the actuator permitting surplus force from the controller tofsupplementally apply the brakes.

v 12. Ina brake system, a brake-operator comprising, a power actuator adapted to apply the brakes, a pedal, mutually reactive connections between the pedal and actuator, and a frictional reverse movement checking device for the actuator comprising, a substantially'V-grooved element, a member adapted to coactively rotate upon actuator movement, which member has a rotation-concentric wedge structure for Wedging in4 the V-groove of the element, the rotation urging brake applying force of the actuator connecting on said member directionally so that reversal of the `force actsto effect lock wedging, said device preventing brake release movement of the actuator urged by predominance of force from the pedal.

13. In a vehicle brake system, a brake element movable for brake application, spring means arranged to move the element, a driver-operablev ment, and a reverse'movement checking device adapted to stop reverse movement of the means urged by predominance of pedal depression force, permitting such force to supplement for further braking. f

14. In a vehicle brake system, a brake operator comprising aipower actuator adapted to apply the brakes, a brake pedal mutually reactionally associated therewith and arranged to variably control the actuator for variable effective braking, and checking means adapted to restrain the actuator against yielding to predominant force from the pedal.

15. In a brake system, brake element movable for brake application, power means to move the element, power dispensing control means, a brake pedal depressible to operate the control means. interconnections between the pedal, power means and element operable upon brake application, and further connection between said interconnections and control means so disposed that brake applying movement of the interconnections urges checking-of the power for brake application and that further depression of the pedal opposedly urges further power ow for brake application.

16. In a vehicle brake system; a brake operator comprising, power means to apply, vary and revthe element, and further connection from said interconnections at a point on the power means side of the said element to said control means, thereby effecting power control graduation determined by the force from the controller as regis- -tered by the resilient element.

. brake application.

41'?. 'In a vehicle. a brake operator comp as 1 1,120 l ness accordingly remaining during failure of the spring means to apply the brakes, power motor means adapted to reenergize the spring and release the brakes normally. a variable power dispensive control means therefor reversely operable for reverse powerefreets, a brake pedal, mutually reactiveinterconnections between the pedal and spring l.ineans including an additional spring arranged for yielding responsive tothe opposing re- Y brakes. power dispensing means therefor, a pedal,

an interconnection whereby the power brake applying force is registered against the pedal, which interconnection includes a force-responsively variably resilient means, and further connection whereby the yield of the last means acts to -variably control the ldispensing means, for graduated 19. In a,brake system, a brake element operable for brake application, power means to operate the element, a brake pedal adapted also to operate the element, mutually reactive interconnections whereby forces from the pedal and power means are adapted for mutual shunting to complementarily operate the element, and retarding means arranged to moderate the movement oi' the pedal to favor power means operation of the element.

` 20. In a brake system, a brake element movable for brake application, power means to move the element, a driver-operable controller also to move the element, differential interconnections whereby the power means and controller op- .posedly mutually react to cumulatively move the element, and a trapped liquid dash-pot device adapted to retard the movement of the controller 'to favor power means operative progress'towards applying the brakes. 4

21. In va vehicle, having a brake system of the conventional-like hydraulic/type, a. brake element movable for brake application, power means to move the element, a pedal also to move the element, diierential interconnections whereby the pedal and means mutually react to cumulatively move the element, and a trapped liquid device adapted to retard movement of the pedal comprising high and low pressure chambers with choked communication therebetween, and a connectionlrom the low-pressure chamber to the hydraulic system for liquid supply to the device.

22. In a vehicle propelled by an internal combustion engine and having brakes, a brake element movable for brake application, spring means to move the element, power motor means adapted to reenergize the spring, a, normally lowposltioned brake pedal adapted to control the spring and motor combination, interconnections between the pedal and the said combination whereby the pedal is conditioned for a subsequent long stroke upon failure of spring reenergization, an accelerator pedal to control the engine, operative connection between the lastpedal and en- {pgine including an effectual connection disso-l fclation device, and connections cooperatively associating said device with the aforesaid spring and motor combination so aswto render the accelerator pedal ineiective by the brake applying movement of the spring means, said ineiectivepower means to apply the brakes, a brake pedal 'b functionally between the foot pad and power motor means. as driver indication of the failure.

23. In a vehicle propelled by an internal combustion engine and having brakes. stored energy means adapted to operate the brakes, power motor means adapted to restore the energy, a source of power for the motor means, an accelerator pedal to control the engine, normally operative connections between the pedal and engine,`and means cooperatively associating said connections with the power means and source combination so that the operative failure of the combination renders the pedal eil'ectually inoperative to control the engine. l

24. In a vehicle brake system, in combination,

havinga foot pad, and mutually reactive interconnections between the pedal and means whereby they diierentiall'y apply the brakes, which combination further comprises resilient means means. Y

Y25,. In a vehicular brake system, an element movable for brake application, a primary hydraulic-pump to supply liquid to move the element, power means of substantial pressure braking force adapted to actuate the pump, a pedal adaptedvariably to ,control the power means forI terconnected tending to supply liquid cumulatively to move the element.

26. Ina vehicular brake system, a brake element movable for brake application, a primary hydraulic pump'to supply liquid to move and exertY substantial braking pressure on `the element, spring means to actuate the pump, power motor means adapted to reenergize the spring means, power/dispensive control means, a pedal connected to operate the control means, a secondary hydraulic pump 'connected for actuation by the pedal, both pumps being mutually reactively interconnected hydraulically to supply liquid cumu. latively to move the element, and a reverse ow checking means adapted to oppose back-now of liquid to the primary pump during at least the higher pressure braking application.

27. In a vehicle having a hydraulic ow distribution'system to its several resistant wheel j brakes, a primary pump, power means adapted differential pumps with the distribution system whereby opv to actuate the pump, a secondary pump, a pedal connected to actuate the secondary pump, and' interconnectionsA associating the pump, a brake pedal connected to actuate the secondary pump, connection from the pedal to control the motor means thereby controlling the springs pump actuation, and hydraulic interconnections between the pumps and said distribution system, whereby the primary pump causes l1quid flow to press intothe secondary pump and concurrently into the`distribution system, the

secondary pump and pedal combination being arranged for relatively least resistance and for consequent retraction, the added foot resistance on the pedal accordingly shunting the liquidflow into the distribution system for effective brake application.

29. In a vehicle having hydraulic flow ducts to its several wheel brakes, a primary pump. power means adapted to actuate the pump, a secondary pump, a pedal adapted to actuate the secondary pump, liquid flow interconnections between the pumps and the ducts whereby each pump is adapted to cumulatively contribute its flow to the ducts, and a back-flow checking device for the primary pump comprising, a hydraulic valve to check the back-iiow, an actuator for the valve comprising, a hydraulic pressure responsively movable piston having a face exposed to the primary pump pressure, and resilient means of predetermined tension adapted to urgewthe piston against said pressure, said resilient means predominating over predeterminedly reduced pressure to open said valve for back-fiow, and structure adapted to permit liquid of superior pressure to by-pass the valve for brake application.

30. In a vehicle having hydraulic flow ducts to its several wheel brakes, a primary pump, power means adapted to actuate the pumpfor brake applying liquid ow, a secondary pump, a pedal connected to actuate the secondary pump, connections between the pumps and ducts whereby each pump contributes its ow for brake application, and pedal movement retarding 'means adapted to favor brake actuation by the primary pump, which last means comprises a liquid iiow obstruction adapted for movement upon the pedal depression to obstruct partially the liquid ow from the secondary pump.

3l. In a vehicle having brakes of the hydraulic type, a primary pump for liquid iiow to vapply the brakes, power means of substantial pressure braking force adapted to actuate the pump, a secondary pump, a brake pedal connected to actuate the secondary pump, -power dispensing means, and connection from the pedal to operate the dispensing means, each pump arranged to contribute substantial effective braking pressure ow to operate the brakes.

32. In a vehicle having brakes, a brake operator comprising, spring means adapted to apply the brakes, fluid power motor means adapted to energize the spring means and release the brakes, a control valve for lthe motor means,` a pedal connected variably to control the valve for variable pressure breaking, and additional connecting structure between the pedal and the spring means, motor means and operated brake combination adapted to register the braking pressure reaction against the pedal.

33. In a brake system, power means to release the brakes, a normally short-stroked controller for the means, and means cooperatively associated with said power means and controller combination and arranged so that anovernormal retraction movement of the controller r'e-i leases the brakes upon operative failure of the power means.

34. In a vehicular brake system, power means adapted to cause substantial eiective braking, a normally short-stroked and correspondingly lowpositioned driver-operated pedal for the means,

and means cooperatively associated with the power means and pedal combination so that the pedal is adapted with a suitably longer stroke to effect `the braking as substitute for the power means.

35. In a vehicular brake system, limited power means adapted to apply the brakes, a driveroperated controller adapted to variably control the means for variable effective braking and further arranged to cause supplemental pressure braking', and means whereby the instant operative position of the power means is substantially retained during the supplemental braking by the controller.

36. In a vehicular brake system, a primary hydraulic pump to effect braking, power means adapted to actuate the pump, a pedal adapted to control the power means, a secondary Vhydraulic pump connected for actuation by the pedal, both pumps communicating to contribute hydraulic iiow for brake operation, and pedal movement retarding means adapted to favor brake actuation by the primary pump.

37. In a vehicle brake system, power means to operate the brakes, a normally short-stroked pedal adapted normally to control the means, means whereby the pedal is adapted with a suitably longerstroke to operate the brakes upon failure of the power means, and substantial force ratio changing means operative upon the said long-stroked movement of the pedal and adapted to give the drivers foot larger pressure advantage for braking at the pedal-depressed effective braking pressure range of pedal movement.

38. In a vehicular brake system, power means adapted to cause substantial effective braking, a normally short-stroked driver-operated controller for the same. associated means constructed so that the controller is adapted with a suitably longer stroke to effect the braking as substitute for the power means, and separate cooperatively associated means arranged to give prenotice to the driver of said longer stroke requirement condition.v

39. In a vehicle having a hydraulic braking system, a brake member to be retarded in its movement, and a hydraulic dash-pot arranged to retardv the member comprising a high-pressure dash-potting chamber, a low-pressure reservoir communicating therewith, and communication means between the low-pressure chamber and the hydraulic brake system to supply the chamber.

40. In a vehicle having hydraulic brakes, a pump for hydraulically operating the brakes, a pedal arranged to controlthe operation of the pump, a second hydraulic pump associated with the pedal for actuation thereby after a lost-motion so as to be inoperative during the normal depression stroke of the pedal but operative upon over-normal depression of the pedal, and a hydraulic duct connection betweenthe second pump andthe hydraulic brakes to supply additional liquid to the brakes upon over-depression of the pedal.

BERNARD HY. MOSSINGHOFF. 

